Train-controlling apparatus.



F.. A. BOLLINGER.

,TRAIN CONTROLLING APPARATUS.

APPLICATION FILED Aue.26. 1915.

1 %@%'?9% w Patented Feb. 26, 1918.

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APPLICATION FILED AUG.26. 1915.

Patented Feb. 26, 1918.

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TRAIN CONTROLLING APPARATUS.

APPLICATION FILED AUG.26,19I5.

Patented Feb. 26,1918.

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TRAIN-CONTROLLING APPARATUS.

headtea- Specificatibn of Letters Patent.

Patented Feb. 26, this.

Application filed August 26', 1915. Serial No. 47,442.

To all whom it may concern."

Be it known that I, FREDERICK A. Bon- LINGER, a citizen of the United States, residing at Akron, in the county of Summit and State of Ohio have invented new and useful Improvements in Train-Controlling Apparatus, of which the followingisa-speclfication.

This invention relates to improvements in train controlling apparatus whereby the propelling power of a motor car will be cut off and the brakes appliedin the event of the train running into a danger zone, and whereby a train will be protected both from rear-end and head-on collisions.

In carrying out my invention, I employ two sets of track obstacles and the obstacles in each set are arranged along thetrackway and appropriately spaced apart and disposed adjacent to the obstacles, respectivel in the other set. Each track obstaole. embodies an actuator capable of movement to active and inactive positions, and an electroresponsive device for moving the actuator to active position and an analogous device for moving the actuator to inactive position. Associated with each track obstaole is a controlling switch and the controlling switch of each obstacle is connected in circuit with the first-mentioned electrore sponsive device ofthe obstacle in the same set at one side of the particular obstacle and with the second-mentioned electroresponsive device of the obstacle in the same set at the same side of the particular obstacle, and also with the second-mentioned electr0responsi've deviceot' the adjacent obstacle in the other set and with the first mentioned electroresponsive device of the obstacle beyond said adjacent obstacle in the other'set so that the first-mentioned controlled obstacles will be rendered active and the lastmentioned controlled obstacles inactive in the operation of the controlling switch associated with the particular controlling obstacle. Each obstacle is equipped with a signal operable in the operation of the actuator under the first-mentioned electroresponsive device to indicate the active condi-' tion of the obstacle, while a second signal a car carried stopping mechanism, while the controlling switches of the obstacles are under the control of operating devices carried by each train and as soon as the actuatorof a particular obstacle is in inactive position the controlling switch associated with such obstacle is in condition to be influenced by the operating device on a passing train to render the controlled obstacles active,

while when an actuator of a particular ob stacle is in active position, the controlling switch associated with such obstacle is out of position to be influenced by the operating device on apassing train, thereby enabling the engineers of trains to reverse the direction of travel of their trains on the trackway without disturbing the condition oi the obstacles that are caused to operate proceeding in the normal direction of traiiic, and preventing such reversed trains from running into a train proceeding in the normal direction of traffic.

My invention consists in the construction, combination and arrangement of parts hereinafter set forth in and falling within the scope of the claims. a

In the accompanying drawings:

Figure 1 is a fragmentary transverse sectional view through a motor car showing my invention installed, the track obstacles and car carried mechanism bein shown in elevation.

Fig. 2 is a longitudinal sectional view through one of the track obstacles. Fig. 3 is a similar view on the line 4t-t of Fig. 2. V r

Fig. '4: is a like view on the line 55 of Fig. 5 is a fragmentary horizontal longitudinal sectional view through one of the obstacles.

Fig. '6 is a vertical sectional view through the operating device carried by the motor car.

Fig. 7 is a diagrammatic view showing the circuit connections between the track obstacles. V

Beterrmg now to the drawnigs in detail.

rectangular in cross section and having the lower wall thereof formed, approximately centrally, with an elongated longitudinally extending slot 4. Secured to the bottom wall of the casing 3 and projecting upwardly therefrom are standards 5, 5 suitably spaced apart and each equipped with bearing roll ers 6 6 soaced aaart verticall and inin a l y o with the respective rollers on the other standards. Passed through the spaces between the rollers 6, 6 onv the standards 5 and capable of longitudinal sliding movement upon such rollers is a shaft 7' having one end equipped with a. core 8 under the control of: a solenoid 9 and the opposite end equipped with a core1'0 under the control of a sole- 110My 11 FiXed to the shaft, '7 between the standards 5,5'and depending from the shaft and; eXtQIld-iflg through the, slot at are supporting armssl'2 and mounted in the lower ends of the supporting arms I2 bel'owthe casing 3is a shaft 13 upon-which is rotatably' mounted a roller 1-4 having the periphery extremities abutti-n the lower ends of'the,

- securedtto the: shaft 7% in: proximity to; the;

thereof formed with a groove 15, Surrounding the shaft 13 at opposite sides of the roller 14 are coiled expansion springs 16 having the inner ends bearing against the respective sldes of the roller and the outer arms, the spring actingto hold the roller '14 upon the central portion of the shaft 13 and to restore the roller to such position "in the event of the roller being movedlongiceivablethat other devices may bev employed for shifting" the shaft and actuator Se cured to. the bottom wall of'tlie casing 3 in juxtaposition t'o the inner extremities of: the solenoids 9 and 11 respectively are circuit. breakers 17"and118, each comprising, in. this instance, a base' plate 19 formed with an upwardly projecting arm 20 at one end thereof carrying a contact 21, and formed with upwardly projecting. ears: 22 adjacent v to the opposite end thereof. Pivoted! between: the ears 22. is 1 a movable conta ct finger 23": normally held: in engagement with. the. contact. 21;. by means; of a spring 245. Each. circuit-breaker istconnectedi in circuit with. the winding; Of the adjacent solenoid: and

cores; 8-: and 10: 211162 collars equipped! with. downwardly projecting arms 26;. Secured to. the. upperendz ofi eachv arm; 26.; is, a; contact 27, while fastened to the top wall of the casing 3 are brackets 28 upon which is disposed adjacent to the respective solenoids 9 and 11 and secured to each bracket 28 and depending therefrom a contact 29 adapted to ,be engaged by the adjacent contact 27.

In the present instance, each contact 29 is capable of slight vertical movement and interposed between each bracket 28 and the contact 29 thereon are coiled expansion springs 30 acting to cushion the upward movement of the contact 29 when engaged by the contact 27' and serving to insure good electrical contact between the members 29 and 27. Astheshaft 7 approaches its limit of movement under the action of the solenoid 9 and core 8, the depending arm 26 engages the movable contact finger 23 and swings such finger against the action of the spring 24: out of engagement with the contact 21, thereby breaking the circuit of the solenoid 9. At the same time, the contact 27 engages the contact 29. Similarly, when the shaft 7 approaches the limit of its movement under the action of the solenoid 11, the adjacent arm 26 engages the finger 23 of the adjacent circuit. closer and swings such. finger against the action of the spring out of engagement with the contact 21, thereby breaking the circuit of the solenoid 11'. Simultaneously with this operation of the circuit breaker, the contact 27 on the arm 26 carried by the: adjacent collar rides into engagement with the companion contact 29; In the present instance, the contacts 27 and 2-9 in: proximity to the solenoid. 9 are connected with. the respective terminals of a signallamp 3'1 indicative of safety, while the similar contacts adjacent to the solenoid 1.1. are connected with the respective termina-lsof a signal lamp 32'indicative of danger. Fastened to theshaft 7 and: movable bodily with the shaft is a pawl and ratchet controlling switch 33; equipped" with an operating arm 34, while slidably mounted within an. opening-in the bottom wall of the casing and; a. bearing 35 alining: with such opening is a vertical rod 36 having the upper end thereof. equipped with. a head 37 adapted to engage the arm 3% to swing the latter to actuate the switch 33 to circuit closing posi tion. Secured to: the lower end. of the rod 36 nd depending therefrom is a segmental plate 37. Surroundingthe lower portion of the rod 36; and suitably fixed thereto is a cross bar 38 and" secured tov the ends of the cross bar 38:. and depending therefrom atopposite ides of the plate 32 are arms 39-,

39. and secured. to the lower extremities of therarmsi39,.39 respectively, are curved'guide plates 40. having the extremitiestheneofs' die verging outwardly from each other to: form entrancemouths for the guideway between;

the plates. Surrounding the rod 36 betweenv the bottom: wall. or the: casing: and: thecross bar 38 is an expansion spring 1-1 acting to hold the rod 36 normally in lowered position so that the head37 will be out of engagement with the arm 34 of the switch 33. The switch 33 of each obstacle is connected in circuit with the solenoid 11 of the obstacle in the same set at one side of the particular obstacle by mean of conductor 11, and with solenoid 9 of the second obstacle of the same set on the same side by means of a conductor 43, and with the solenoid 11 of the obstacle in the other set at the opposite side of the particular obstacle by means of con doctor 11. The switch 33 of each obstacle is also connected with the electroresponsive device 9 of the adjacent obstacle in the other set by means of conductors 44, as clearly illustrated in Fig. 13 of the drawings; I

As long as the shaft 7 of the track obstacle is in a position to hold the actuator inactive, the arm 3% of the switch 33 is disposed in the path of movement ofthe head 37 on the upper end of the rod 36 so that in the upward movement of the rod 36 against the action of the spring 41, the head 37 will engage the arm 34 and actuate the switch 33 to circuit closing position, thereby energizing the solenoids ll of the obstacles in advance of and behind the particular obstacle and energia ing the restoring solenoid 9 of the obstacle.

immediately adjacent to the particular con-' trolling obstacle. Thus, the actuators of the obstacles behind and in advance of the par ticular controlling obstacle will be shifted to active position, and the actuator of the obstacle immediately adjacent to the particular controlling obstacle shifted to inactive position. When the shafts of the respective obstacle reach their limit of movement under the action of the particular on ergized solenoids, the ircuits of such solenoids are automatically broken, incident to the arms 26 actuating the circuit breakers connected in circuit with such solenoids and the corresponding lamps are energized, thereby indicating the condition of the oh stacle so that an engineer approaching the obstacle and seeing the signal lamp may con trol his train accordingly.

Slidably mounted within the top wall of the motor car is an operating devicecom prising a vertical shank having the upper end formed with a yoke 101 carrying a horizontal shaft 102 upon which is rotatably mounted a peripherally grooved roller 103 adapted to ride into engagement with the segmental plates 37 of the track obstacles.

The roller 103 is held upon. the central portion of the shaft 102 by means of coiled expansion springs 104. The operating device on the motor car is normally held in elevated position by means of a pin 105 passed through aliningopenings in one of the bearings of the shank and when it is desired to lower the operating device-so that the roller 103 may pass the segmental plates 37 without engaging the latter, the pin 105 The adjacent track obstacles of the re spective sets are so arranged that the plates 37 are adapted to be engaged by the operat ing devices of trains moving in reverse directions respectively, while the actuators are alldisposed at the center of the traclzwa'y when active. Switch 33 is adapted to be mo 1 mentarily closed and automatically reopened upon-contact of a train carried devicesuch as roller 103 with plate 37 and as shown in Fig. 1", is connected in circuit with solenoid .11 of an adjacent obstacle of the same series, and with solenoid 9 of the obstacle of the same series beyond said adja-. cent obstacle, and with solenoid 9 of an adjacent obstacle of theother series, and with solenoid 11 of the obstacle of the other series beyond said adjacent obstacle of such series.

Solenoids 11 beingadapted to set the sig nals and obstacles to danger, and solenoids 9 being adapted to set the signals and obstacles to safety, it thus follows that upon a train passinga given obstacle of the series corresponding to the direction. of travel, the obstacle of the same series immediately in the rear will be set to danger, thus affording protection from a following train. fit the same time the second obstacle to the rear will be set to safety. In the other series,

the second obstacle from the given obstacle i 1D the direction of travel will be set to danger, affording protection from a train coming from the opposite direction, and the adjacent obstacle of the other series will be set to safety.

While I have herein shown and described certain preferred forms of my invention by way of illustration, I wish it to be understood that I do not limit or confine myself to the precise details of construction herein. i

described and delineated, as modification and variation may be made within the scope of the claims and without departing from the spirit of the invention.

I claim:

1. In train controlling apparatus, a set of obstacles spaced along the trackway, a controlling device for other obstacles of said set associated with each obstacle, and means governed by said controlling whereb noon the actuation of aarti'cular controlling d'evice 'an obstacle of said set will to an inoperative position.

2. In train controlling apparatus,'a set of track obstacles spaced along the trackway, a second set of track obstacles: spaced along the trackway, and a controlling device asso ciated with each obstacle of said fist and second sets; operating means for each obstacle, and circuit connections between said controlling devices and said operating means whereby upon actuation of a particular controlling device of one setthe adjacent" obstacle of the other set will assume the safe position and the obstacle of the other set on one: side of the: particular controlling device will assume thedanger position; and the o stacle' of the first-mentioned set on the other side of the particular contr lling device will assume the danger position and the second obstacle of the first-mentioned set on the last-mentioned side of the particularcontrolling device will assume the safe position.

3-.Intrain controlling apparatus, track obstacles arranged along the trackway and spaced apart, each comprising a horizontal Q shaft capable of longitudinal sliding move- 'mentioned electroresponsive devices of cer- 40 tain other obstacles and the last-mentioned elect-roresponsive device of another obstacle.

"spaced apart, each comprising a horizontal shaft' capable of longitudinal sliding move- 45. In train controllin a naratus track' obstacles arranged along the trackway and ment, an actuatoron. saidshaft capable of movement to active and inactive positions under the action of the shaft, an electroresponsive device for moving said shaft in one direction to render said actuator active, an electroresponsive device formoving saidshaft in the opposite'direction to render said actuator inactive, a switch associated with each obstacle and controlling the firstmentioned electroresponsive devices of certain other obstacles and the last-mentioned electroresponsive device of another obstacle, and mounted upon said shaft and movable bodily with the shaft, and means for actuating said switch when theassociated actuator is in inactive position whereby the controlled obstacles may be operated.

5. In train controlling apparatus, track obstacles arranged along the trackivay and spaced apart, each comprising a horizontal shaft capable of longitudinal sliding movement, an actuator on said shaft capable of movement to active and inactive positions under the action of the shaft, an electroresponsive device for moving said shaft in one direction to render said actuator active, an electroresponsive' device for moving raid shaft in the opposite direction to render said actuator inactive, a switch associated with each obstacle and controlling the firstinentioned electroresponsive devices of certain other obstacles and the last-mentioned electroresponsive device of another obstacle, and means for breaking the circuit of each electroresponsive device upon the shaft reaching its limit of movement under the action of such device.

6. In train controlling apparatus, track obstacles arranged along the trackvvay and spaced apart, each comprising a horizontal shaft capable of longitudinal sliding movement, an actuator on said shaft capable of movement to active and inactive positions under the action of the shaft, an electroresponsive device for "moving said shaft in one direction to render said actuator active, an electroresponsive device for moving said shaft in the'opposite direction to render said actuator inactive, a switch associated with each obstacle and controlling the first-mentioned electroresponsive devices of certain other obstacles and the last-mentioned electroresponsive device of another obstacle, means for breaking the circuit of each electroresponsive device upon the shaft reaching its limit of movement under the action of such device, and means on said shaft'for actuating the first-mentioned means.

In testimony whereof I aiiix my signature in presence of two witnesses.

FREDERICK A. BOLLINGER.

Witnesses:

N n'r'rrn M. GRIFFITHS, J. S. BACHTEL.

Copies of? th1s=patentmay be obtained fez-rave cents each, byaddr'essing the Commissioner of Patente,

a V Washington, D; G. 

